Railway signaling system.



M. MARTIN.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED MAY 16, 1914.

1 l 3,0 l 1 Patented Feb. 22, 1916.

II II II II II II 0257168685 [V1 @2 Z07 a THE COLUMBIA PLANOGRAPH 60., WASHINGTON, D. c.

ion.

MATHZEAS' MARTIN, on LUXEMBURG, LUXEMBURG.

RAILWAY SIGNALING SYSTEM.

Patented Feb. 22, rain.

Application filed May 16, 1914; Serial No. 829,178.

To all whom it may concern Be it known that I, MATHIAS MARTIN, citizen of the Grand Duchy of Luxemburg, residing at avenue Guillaume, Luxemburg, Luxemburg, have invented certain new and useful Improvements in Railway Signaling Systems, of which the following is a specification.

This invention relates to improvements in railway signaling systems and its object is to provide an improved form of automatic signaling system which may be used separately or in conjunction with the ordinary signals.

Another object of the invention is to provide an automatic signaling system in which the drivers attention will be drawn to the signal no matter whether the same has been placed at the danger or free position.

The invention and the method in which it is carried into effect will be readily understood from the following description of suitable apparatus for carrying the same into eflect.

Generally speaking the present system is of that type in which a sliding member is carried by the train and cooperates with a rail or cam bar mounted alongside the railway lines.

In the accompanying drawings: Figure 1 is a plan of a portion of a length of line showing a suitable disposition of the preliminary and main. signals. Fig. 2 is a somewhat diagrammatic end view of the apparatus carried by the train and the cooperating parts mounted alongside the line. Fig. 3 is a detail plan showing a suitable arrangement for operating the visible signal in the train. Fig. 4: is an enlarged view of the slidable member which cooperates with the cam bar. Fig. 5 is a plan view of the device shown in Fig. 4-. Fig. 6 is a separate view of the cam bar and its operating mechanism in a different position to that shown in Fig. 2. Fig. 7 is an elevation looking from the left hand in Fig. 2 of the cam bar. Fig-8 is a plan of the cam bar shown in Fig. 7. Fig. 9 is a view similar to Fig. 7 of a modified form of cam bar. Fig. 10 is a view similar to Fig. 8 of the form of cam bar shown in Fig. 9. Fig. 11 is a detail view showing amethod'of locking the cam bar. Fig. 12 is a diagrammatic view illustrating the operation of the cam bar or rail shown in Figs. 9 and 10.

In carrying the invention into effect according to one form the apparatus is used in triplicate. Thus, referring to Fig. l, and assuming the train moving in the direction from top to the bottom of this figure, the apparatus A may serve as a notifying device to draw the dr'ivers attention to the fact that he has come to the neighborhood of a signal. The apparatus B may be used to operate the signal. In case the train is to be pulled up this is done with the slide bar 11 hereinafter described in contact with the cam bar 5 of the apparatus C so that the release signal is properly transmitted to the train.

The cam bars 5 or rails are supported alongside the line in any suitable way. In the form shown I have illustrated the cam bar 5 supported at a suitable height from the ground to cooperate with the operating members 21 of the sliding member 11 carried by the train. The cam bar 5 is shown in Fig. 1 as a flexible band which may be caused to bulge outward so as to expose a convex surface to the rail or inward so as to expose a concave surface to the rail. For this purpose the band 5 is held in a frame 4: which is in turn fixed on an arm 2 mounted on a suitable post 1. A bar 6. is fixed to the band or cam bar 5 and is normally pressed by a spring 8 so as to hold the band 5 with its convex side toward the rail. The bar 6 is connected by a cord 9 to a suitable operating part of the signaling system. In the form shown the cord or band 9 is connected to the signal arm 29. A screen 31 is carried by a vertical support 30, upon the bar 6. and is adapted to move horizontally across the face of. thelamp 32. corresponding to the movement of the bar 6 when operated. The slide bar 6 and cam bar 5 may be protected by a hood or casing 3 mounted on the frame 4:.

According to this invention the signal in the cab or train is operated either when the signal stands at free or danger. For this purpose two rollers 21 are provided, the inner one of which, that is the one nearest the center line of the locomotive, is operated by the band or cam bar 5 when the cam bar is in the convex position The outer roller 21 however cooperates with the cam-bar when the same is in its concave position, that is to say the position shown in dotted lines in Fig. 8 or the position shown in Fig. 6. The rollers 21 are mounted on a plate 22 which is guided to slide on the bar 11. The bar 11 is supported slidably on rollers 10 working in slots in the bar, the rollers 10 being fixed to the cab. Norv mally the bar 11 is retained with the roller 10 midway in its slot by means of flat springs 20. The arrangement described may be duplicated at each side of the train so that the signals will be operated whether the train is going forward or backward.

The plate 22 is connected by a wire 25 to a hand lever 26. The wire 25 operates one arm of a clutch member 28. The clutch member 28 as can be seen from Fig. 4 is normally held with its nose piece in engagement with an opening or slot inthe bar 11. This is the position shown in full lines in Fig. 4. In this position the plate 22 is coupled to the slide bar 11. When, as for instance in clear weather, it is not desired to use the automatic signals the hand lever 26 is pulled and the plate 22 moved from left to right in the direction of the arrow in Fig. 4 against the action of the spring 24:. The wire 25 extracts the clutch member 28 from engagement with the slide bar 11. The guide rollers 23 facilitate thissliding movement of the plate 22 relatively to the slide bar 11. When the clutch 28 is withdrawn the nose piece of the same which engages in the recess of the slide bar 11 rests on the top of the slide bar as can be seen in the dotted right hand position in Fig. 4.

In the case of the longer cam bar G in Fig. 1, the flexible band 5 shown in Figs. 2, 6, 7 and 8 would be impractical and in place of such a band I prefer to employ flexible arms 5 as shown in Figs. 9 and 10 which engage with rigid rails or bars 36. In this case also preferably two supporting posts 1, are employed as indicated. The other parts of the device are similar to that above described.

In some cases it is desirable to provide means for locking and unlocking the position of the cam bar 5. This may be eifected by the means shown in Fig. 11. The slide bar 6 is provided with a side notch into which a bolt 33 is pressed by a spring 34; when the cam bar is in one or other of its extreme positions. The slide bolt 33 is operable by a lever 35 which may in turn be operated by the train or by hand to push the bolt 33 from right to left in Fig. 11 against the action of the spring 34: and thereby release the bolt 6 and allow it to be operated by the spring 7.

It will be understood from the above description that the slide bar 11 is operated in one or other direction from its central position according to the position to which the cam bar is set. The sliding movement of the slide bar is arranged to operate an audible signal 19 and visible signals 16, 17. For this purpose stops 14 and 15 are provided on the upper side of the bar 11 which on movement of the bar cooperate with the gong 19 while stops 12 and 13 are provided to cooperate with the visible signals 18 (see Fig. 3) and to move this signal in one direction or other from the central position opposite the windows 16 or 17. It will be understood however that any convenient arrangement may be used on the cab for giving the signals and that herein illustrated is merely designed by way of example.

I claim:

1. A signaling system for use in railway trains, comprising in combination a slidable member carried by the train, means for operating said member, a cam member mounted alongside the rail and adapted to engage said slidable member, means for varying the angle of engagement of the cam memher, and means carried by said slidable member adapted to engage the cam member at any angle thereof.

2. A signaling system for use in railway trains, comprising in combination a slidable member mounted on the train, means for operating said member in either direction, a cam bar mounted alongside the rail, means for causingthe bar to present a concave or convex surface to the rail, a plurality of rollers carried by the slidable member one of said rollers being adapted to engage the bar in concave position, the other of said rollers being adapted to engage the bar in convex position, and means for causing the rollers to engage said bar.

3. Signaling system for use in railway trains comprising a slidable member on the train operable laterally in one or other direction from a central position, a movable cam mounted alongside the rail and having a convexity thereon, means for causing said convexity to face the rail or be reversed to the rail,'two rollers on said sliding member each operating the slide bar in a different direction from its central position and located to engage the cam bar in different positions of same.

4:. In a signaling system for railway trains, means for operating the signaling mechanism on the train comprising a rigid flopies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, 7

Washington. D. G. 

